Rail joint



June 14, 1932. J, A. MOGREW 1,863,276

RAIL JOINT Filed Feb. 18, 1931 2 Sheets-Sheet l a? 9 37 32 ad I 36 42 3y :3 w /d .55 4, 2 gwwmto'a Jun 14, 1932. .1. A. MCGREW RAIL JOINT 2 Sheets-Sheet Filed Feb. 18, 1931 MMVM Patented June 14, 1932 PATENT OFFICE JOHN A. MCGR-E'W', F ALBANY, NEW YORK RAIL JOINT Application filed February 18, 1931.

This invention relates to rail joints, and more particularly to a combination rail joint and tie plate construction.

his a general object of the invention to provide a novel and improved type of rail uniformly distributing the load on the rail support and the provision of means for attaining adequate flexibility in the rail securing means to permit practically unrestrained wave motion in the rails and at the same time to effectively prevent creeping. These and other advantageous features are realized by cambering certain portions of the rail seat formed on the supporting structure so as to provide substantially line contacts with the undersides of the rail bases, and providing fastening elements in the form of spring keys which are adapted to be retained by claws or overhanging ribs formed upon the rail support, said fastening elements being adapted to be applied to the abutting rail sections in definite spacial relations to the cambered portions of the rail seat.

' Furthermore, the particular construction of the rail joint itself, whereby certain limited relative movements of the rails are permitted and whereby almost noiseless passage of the wheels of the train over the joint is attained, is well adapted to cooperate with the supporting structureto provide a very strong, flexible, and highly efficient track construction.

Other objects and features of novelty will be apparent from the following specification when read in connection with the accompanying drawings in which certain embodiments of the invention are illustrated by way of example.

In the drawings:

Figure 1 is a view in side elevation of a section of railway track to which there is ap- Serial No. 516,710.

plied the improved joint construction in accordance with the present invention;

Figure 2 is an enlarged view showing portions of the improved joint construction in longitudinal section;

. Figure 3 is an end view of the joint construction with one of the adjoining rails shown in cross section;

Figure 4 is a plan view of the rail joint shown in Figure 3; 60

Figure 5 is a plan view of a rail joint construction forming another embodiment of the invention; and

Figure 6 is an end view of the joint shown in Figure 5.

In Figure 1 of the drawings, there is illustrated a portion of a railroad track showing somewhat diagrammatically the joint be tween the adjacent rails 10 and 11 and the supporting structure therefor. These rails are of standard shape and dimensions and are provided with the usual heads 12, webs 13, and base flanges 14. Intermediate tie plates 15 of any preferred construction and the joint tie plate 16 which will be hereinafter described are adapted to support the rails 10 and 11 and to rest upon the usual wooden cross ties 17. It is, of course, within the purview of the present invention to employ cross ties constructed of other materials such as concrete or metal and, in the event that metal cross ties are used, the particular conformation of the rail seat and securing means which is herein described with relation to the oint tie plate 16, may be applied to the surface of the metal cross tie if it is so desired, In the illustrated embodiments, the joint tie plates are adapted to be secured to the cross ties by means of the lag screws 18 which are adapted to be inserted in the perforations 19 provided in the tie plate. The joint tie plates 16 are further provided with the centrally depending truss or girder flange 20 for the purpose of rigidifying and strengthening the plate which is adapted to bridge the intervening space between the cross ties at the rail joint.

The rail oint proper is formed substantially as described in the applicants Patent No. 1,743,559, with the diagonally cut or scarfed head portions as indicated at 21 and the trans- 100 versely cut base flanges as shown at 22. The upper portions of the abutting ends of the webs 13 are scarfed in the same manner as the head while the lower portions of the webs are cut transversely as in the case of the base flanges 14. The splice bars 23 are applied in the usual manner within the fishing spaces on either side of the rail joint and are secured in place by means of the three bolts 24. The two bolts 24 which are adapted to pass through the splice bars and the webs of the rails at points remote from the abutting ends thereof are adapted to pass with a slight clearance through the perforations 25 formed in the webs of the rail but the central bolt 24 is adapted to pass with considerable clearance through the somewhat larger perforation 26 which intersects the abutting portions of the webs of both rails and 11. The splice bars 23 are reversible so that they may be usedupon eitherside of the rail joint. Near one end of each of these splice bars a perforation 27 is provided which is adapted to register with one of the perforations in the webof the rail and to snugly receive one of the end bolts 24. The other two perforations 28 are substantially oval in shape and have their smaller diameters each equal to that of the circular holes 25 and 27. It will be seen that this construction provides means for permitting limited longitudinal relative movement between the adjacent rails for the purpose of allowing adjustments due to expansion or other causes.

As shown most clearly in Figure 3 of the drawings, a pair of longitudinally extending ribs 30 are formed on the upper surface of the tie plate 16 or other supporting means and define between them the rail seat 31. This rail seat 31 is provided witha plurality of raised portions, the central one of which is designated 33 and provides a plane surface of slight longitudinal extent upon which the extreme ends of the base flanges 14 are adapted to rest. The other raised or cambered portions 34 are disposed at spaced points on either side of the central portion 33 and are in the form of transverse ridges or peaks which are adapted to provide substantially a transverse line contact between the rail seat 31 and the underside of the base flanges 14.

Spaced outwardly from the ribs 30 upon either side ofthe tie plate 16 are the larger longitudinal ribs 36 which are provided wlth inwardly turned overhanging portions or flanges 37. As a means for resiliently but firmly securing the rail base to the supporting structure, the elongated spring wedge keys 38 are provided and are adapted to be disposed beneath the overhanging flange 37 upon either side of each of the rail ends 10 and 11 in substantially transverse alignment With the ridge or camber 34. These spring keys are substantially U-shaped in cross-section, are disposed horizontally, and are provided with the elongated upper arms 39 and the relatively shorter lower arms 40. The lower arm 40 of each of the keys is disposed between the rib 30 and the adjacent rib 36, and the outer edge 41 of the longer upper arm 39 is adapted to bear with considerable pressure upon the upper surfaces of the base flanges 14 due to the compression of the spring key 38 beneath the overhanging portion 37 of the rib 36.

The keys 38, of course, are constructed of somewhat greater height in their expanded condition than the space between the tie plate 16 and the overhanging flange 37 and are distorted as they are driven into the space beneath the flange 37 from either end of tie plate 16. The two arms or folds 39 and 40 of each key are somewhat divergent longitudinally when in expanded condition so as to give the key the form of a wedge whereby it may be more readily driven in position beneath the overhanging rib 36, 37. As a result of the cambering of the'rail seat providing the line contact portions 34 and of the resilient wedge construction of the keys 38, slight undulatory movements of the rail due to the passage of a train thereover are permitted while at the same time the rail is securely anchored in position and anyten'd ency to creep is effectively. resisted.

In Figures 5 and 6 of the drawings, there is illustrated a modification of the tie plate and securing means shown in'the other figures. The elements of the rail joint proper are exactly the same as in the other figures of the drawing and the same reference numerals are applied thereto. The tie plate in this case is designated by the numeral and is provided with the trussflange 51 and the rail seat 52 which is formed in the same manner as the rail seat 31 of the other embodiment. A rib 54 having an overhanging flange 55 is provided upon but one side of the tie plate at a point spaced from the base flange 14 of the rail. In this 'embodiment'the ribs 1 30 are omitted and the spring key 56 of the same construction as the key'38 of the first embodiment is disposed between the edge of the base flange 14 and the rib 54 upon one side only of the joint. The upper arm 57 of the spring key is adapted to bear upon the upper surface of the base flange 14 in the same manner as described in the previous embodiment. Upon the opposite side of the tie plate 50, an

overhanging rib 58 is formed which is adapted to contact with the upper corner 59 of the outer edge of the base flange 14 upon that side of the rail and to thus retain the base flange against either vertical or lateraldisplacement. 7

If desired, the rail seats 31 and 52 may be sloped laterally as indicated in Figures 3 and 6 of the drawings. 3

It will be understood that various changes and modifications may be made in the embodiments illustrated and described herein Without departing from the scope of the invention as defined in the following claims.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is 1. In a rail joint construction, in combination, a tie plate, a rail seat formed on said tie plate and provided with a plurality of raised portions for supporting the adjacent rail sections, one of said portions comprising a plane surface adapted to support the abutting ends of said rail sections and the other portions comprising transverse ridges providing substantially a line contact between the rail seat and the undersides of the base flanges of said rail sections at points spaced from the abutting ends thereof, a rib formed on the tie plate in spaced parallel relation to the rail, an overhanging flange formed on said rib, elongated spring keys substantially U-shaped in cross-section disposed horizontally between said rib and the rail and adapted to be compressed beneath said overhanging flange, one arm of each of said keys being longer than the other and adapted to bear upon the upper surface of a base flange of one of the rail sections above one of said ridges.

2. In a rail joint construction, in combination, a support for the abutting ends of adj acent rails, a rail seat formed on said support and provided with a plurality of longitudinally cambered portions, each providing substantially a transverse line contact between said rail seat and the underside of the base flanges of one of said rail ends, a rib formed on said support extending longitudinally in spaced relation to the rail and provided with an overhanging portion, a spring key substantially U-shaped in crosssection disposed horizontally beneath said rib and having a relatively wide arm adapted to bear at its free edge upon the upper surface of a base flange of one of the rail ends over one of said cambered portions of the rail seat.

8. In a rail joint construction, in combination, a support for the abutting end portions of adjacent rails, a rail seat formed on said support and provided with a plurality of cambered portions, each providing substantially a line contact between said rail seat and the underside of the base flanges of one of said end portions, a rib formed on said support and provided with an overhanging portion, a plurality of rail fasteners adapted to be retained beneath said overhanging portion, and a projecting flange on each of said fasteners adapted to bear upon the upper surface of a base flange of one of said rail end portions above one of said cambered portions of the rail seat.

4. In a rail joint construction, in combination, means for supporting the abutting ends of the adjacent rails so as to permit a limited undulatory movement thereof in a vertical plane, an overhanging rib formed upon the rail support and disposed in parallel relation to the rails, and resilient wedge keys disposed beneath the overhang of said rib, each having a portion adapted to bear upon the upper surface of a base flange of one of the rails.

5. In a rail joint construction, in combination, means for supporting the abutting ends of the adjacent rails so as to permit a limited undulatory movement thereof in a vertical plane, an overhanging rib formed upon the rail support and disposed in parallel relation to the rails, a plurality of resilient wedge keys disposed beneath the overhang of said rib and adapted to be distorted thereby, each of said keys being substantially U-shaped in crosssection and comprising a sheet of spring metal folded on itself to form a long rectangular arm and a short rectangular arm, said short arm adapted to bear upon the rail support and said long arm adapted to bear against the underside of said overhanging rib and at its free edge upon the upper surfacle of a base flange of one of the abutting rai s.

6. In a rail joint construction, in combination, two abutting rail ends, a pair of splice bars disposed Within the fishing spaces of said rail ends, securing means for said splice bars adapted to permit limited relative movement between said rail ends, a tie plate, a rail seat thereon provided with longitudinally cambered portions, an overhanging rib formed on said tie plate and disposed in parallel relation to the rails, and resilient wedge keys disposed beneath the overhang of said rib, each having a portion adapted to bear upon the upper surface of a base flange of one of the rails, substantially above one of said cambered portions.

7. In a rail joint construction, in combination, two abutting rail ends, the heads of which are scarfed and the base flanges of which are finished normally to the lengths of the rail, a pair of splice bars disposed with in the fishing spaces of said rail ends, securing means for said splice bars adapted to permit limited relative movement between said I rail ends, a tie plate, a rail seat thereon provided with longitudinally cambered portions, an overhanging rib formed on said tie plate and disposed in parallel relation to the rails, and resilient wedge keys disposed beneath the overhang of said rib, each having a portion adapted to bear upon the upper surface of a base flange of one of the rails, substantially above one of said cambered portions.

8. In a rail securing device, a rail support, a rail sea-t formed on said support and cambered longitudinally to provide substantially a line contact between said rail seat and the underside of the base flanges of the rail, a rib formed on said support, an overhanging portion on said rib, a rail fastening "element adapted to be retained beneath said overhanging portion of said rib and adapted to bear upon the upper surface of one of the:

base flanges of the rail above said line of cont act.

9. In a rail securing device, a rail support,

a rail seat formed on said support and cambered longitudinally to provide substantially a line contact between said rail seat and the underside of the base flanges of the rail, a rib formed on said support, an overhanging portion on said rib, a resilient rail fastening ele ment substantially U-shaped in cross-section adapted to be horizontally disposed beneath said overhanging portion of said rib and having a relatively elongated arin adapted to bear upon the upper surface of one of the base flanges of the rail above said line'of contact.

'In testimony whereof I hereunto aflix my signature;

JOHN A. MCGREVV. 

